Control system for automobiles.



A. L. PARKER. L

CONTROL SYSTEM FOR AUTOMOBILES.

APPLICATIQN FILED AUG.2! T914.

Patented June 4, 1918,

A- L. PARKER.

CONTROL SYSTEM FOR AUTOMOBILES.

APPLICATION FILED AUG.2I, 1914.

1.268364., Patented June 4,1918.

3 SHEETS-SHEET 2.

A. L. PARKER.

CONTROL SYSTEM FOR AUTOMOBILES.

APPLICATION FILED A'UG.2I| |914. 1,268,764..

v Patented .T une 4, 1918.

3 SHEETS-SHEET 3.

R, F CLEVELAND, GEIQ.

CONGL SYSTEM' FOR AUTOMJLES.

lfgeeavee.

Speeillcatlon of Letters Patent.

ratentea aan@ a, rare.,

application met August t1, 191e. Serial No. ttet?.

l To all whom t may concern:

Beit known that I, ARTHUR L. PARKER,

a citizen of-the United States, residing atv Cleveland in the county ofCuyahoga and State of hio, have invented a certain new and useful lmrovement in Control Systems for Automobi es, of which the followin is afull, clear, and exact description, re e ence being had to theaccompanying drawlngs.

This invention relates to systems for controlling automobiles. Thesystem disclosed herein is designed with partlcular reference to the useof a pressure fluid, such as compressed air, as the motive power forperforming `the usual manual operation of starting the engine; enga ingand disengaging the clutch; shiftin t e gears for the purpose ofchanging t e ar ratio between the engine shaft and the riving shaft,and-reversing the direction of driving the automobile; applying theservice brakes, and of applying a brake to the driven clutch memer lt is'the general object of the invention to provide a system of controlwhich is articularly adapted for use with and by uid under pressure;also to provide a system of this character wherein a definite sequenceall in the operations of the gear shifting mechanism, brake applying andreleasing mechanism, and clutch engaging and disengaging mechanism isrealized, thereby to sim lify the control of an automobile and to o taina maximum speed, accuracy and ediciency in 'performing the variousoperations mentioned above and also to -prevent injury to the variousmechanisms such, for instance, as the stripping of any of the reversingand speed changing ears. A further object which is secured t rough theinvention (and which is incidental to the employment of a pressure fluidas the operating means) is to rovide a system whici is particularlyilexible and one which eliminates the jars of impact between theaforesaid gears and which possesses an inherent cushioning functiondueto the use of the compressible operating fluid.` A further object of theinvention is to provide a system of the character referred to whereinthe operating fluid may be gradually admitted to and exhausted from thevarious operating mechanisms-which contributes to the `flexibilityreferred to hereinbefore and which is exceedingly sensitive to thecontrol ofthe operator, enabling him to feel the operation of themovable parts; and this, in the case of gear shifting is particularlyimportant since it enables the operator to revent the sudden pact andattendant an er of strip ing the gears.

llt is a furt er object o the invention to provide means whereby, in asystem in which pressure fluid is employed for starting purposes as wellas `for operating the mechanisms referred to hereinbefore, it will be imossible to start the engine without first isengaging the clutch members,the same being automaticallyl accomplished through the startingoperation. llt is a further object of the invention to render theautomobile absolutely safe Yshould'there be any break or failure in thecontrol system.

lt is a still further object of the invention, in the event thatpressure Huid is employed for starting the engine, to provide aplurality of storage compartments in certain of which a reserve of thepressure Huid is retained which will be available for speedcontrolpurposes, should the main storage compartment become exhausted throughthe starting of the engine, or 'within a short time thereafter throughthe initial operation ofthe speed-control mechanisms.

The mechanisms required to perform the operations above referred to maybe constructed as described and illustrated hereinafter. Thesemechanisms comprise, generally, an engine, a compressed air motor forstarting the engine, an air compressor pump that is driven by theengine, and a plurality of intercommunicating pressure fluid storagetanks (the purpose of employing a plurality of tanks being explainedhereinafter) with suitable pipes leadingV therefrom to gear shiftingcylinders and to a combined clutch and brake shifting cylinder; also aselecting valve for the gear shifting mechanism and a distributing valvewhich controls the distribution of air from the tanks to the selectingvalve and 'therefrom to the ear shifting cylinders'or to the cylindervrom which the brake and the clutch are operated. llt is contemplatedthat a power driven starting device for the engine will be employed, ashereinbefore mentioned, and, for this purpose, l have indicated acompressed air motor which may be supplied from the storage tanks. Theaforesaid distributer valve insures the proper sequence of shifts in theoperation of the various controlling mechanisms; that is to ltlll lll@dlt

say, through the use of this valve the oo nnections between the same andthe gear shift selecting valve, and the brake and clutch operatingcylinder, it will be impossible to shift the gears without having firstreleased the clutch; to apply the brake, without having first releasedthe clutch; or to operate the clutch without having released the brake.

In the system illustrated herein, what l will term a primary valve isinterposed between the main distributer valve and the storage tanks,which valve, when in one position, will cut ofi all power from thecontrol mechanism and relieve the pressure in 'all cylinders in thecontrol system, as well as from the engine starting device, whereby itmay be locked in this (neutral) position, through any approved means,and the engine cannot be started. When the valve is turned to anotherposition, without eecting the control mechanism in any way, it vdirectsthe air into the compressed air motor to start the engine; when in stillanother position (which is reached by swinging the valve in the reversedirection through neutral position) the supply to the compressed v airmotor or engine starting device is cut od' and the pressure fluid isdirected, thro h the aforesaid distributing valve, into t e controlmechanism. l.

A' further and very important point of advantage which is secured in andthrough the use of my system is the fact that the clutch members areheld in engagement by the pressure fluid whereby, should there be anybreak in the control system or any undue leakage, the clutch memberswill be disengaged and no possible injury can result through such breakor failure in the system. It will be evidently impossible for the0perator to lose control of his machine through such failure in thesystem. When the operator desires to run the engine idly, and leave thedrivers seat for any purpose, such as engine adjustment, the clutch andcontrol mechanisms may be disconnected or rendered inei'ective byturning the primary valve, above mentioned, to neutral position, thusinsuring safety against accidental starting of the automobile. Furtheradvantages derived from the use of my system will become apparent in thecourse of the following descrlption.

1n the `accompanying drawin s l have shown, conventionally, an Over andmake of automobile, Model T9-1914, in connection with which I haveillustrated an embodiment of my invention. Referring now to thedrawings, Figure 1 is a diagrammatic representation of an automobile ofthe aforesaid make having my control system apvplied thereto (thechassis of the automobile' eing shown in plan while certain ofv theparts are shown as removed therefrom and mesma the automatic cut-outdevice for the air pump; Figs. 5 and 6 are sectional details, at rightangles to each other, of the prmiary valve; Flg. 7 is a vertical sectlonthrough the distributer valve; Fig. 8 is a horizontal section throughthe distributer valve; Figs. 9 and 10 are a vertical section through theselecting valve, and a development of the selecting valve body,respectively; Fig. 11 is a longitudinal section through the brake andclutch operating cylinder; Fig. 12 is a side elevation of the gearshifting cylinders; Fig. 13 is a horizontal, longitudinal sectionthrough one of the gear shifting cylinders ;P and Fig. 14 is a sectionaldetail of the clutch-brake mechanism. n

For the sake of clearness, l haveI deemed it advisable to omit from thedrawings such parts as the supporting brackets for the various elementsof the system, air accumulators, valves which are unessential to asuccessful operation of the system, and the like, and which wouldnaturally be supplied by any one skilled in theart to which thisinvention pertains.

l will rst describe the system in a general way, referring to thevarious elementsby the use of reference letters, and explain theircoperation with the respective mechanisms of the automobile with whichthey are associated and which they actuate or control; and I will thendescrlbe, in detail,l and by the use of reference numerals, the variousessential elements which are peculiar to the system. v y

A represents an air pump (which may be of any approved type) and whichis dri-ven, through sprockets and chain a, from theengine shaft. Theairis conducted from the pump A, through the tubes a and a, and throughthe valve B and tube Z1, to a pressure fiuid storage tank C, checkvalves and a3 (of ordinary type) being included in the tubes l) and a?respectively, to prevent the How of fluid from the tank C throughthevalve B, or from the tank E (to be described later) through the tubesb3, b2, the valve B, and through the end portion of the tube a', to theautomatic cut-out valve F, presently to be described. D represents acylinder which also has connection, through the tube d, with the tank C.A. piston is held, by a spring, as will be explained more fullyhereinafter, against that end of the cylinder D wherewith the tube d iscon'- nected. The rod of the piston has connection with the stem of thevalve B whereby, when the piston is moved againstthe tension of theaforesaid spring, by the pressure lll@ lill

- further,

mesma Huid from the tank C, said rod will operate the valve B (when thepressure in the tank C has reached a predetermined point) to cause saidvalve to direct the How of air to both the'tubes b and b2, the latterhaving connection with a tube b3 that leads to an auxiliary storage tankE. The valve will remain in a position to direct the fluid from the pumpA to the auxiliary tank E, the

check valve b preventing the flow of fluid from the tank C to the tank Euntil the pressure in the latter equals the pressure in the former.Thereafter the pressure in both tanks C and E Will rise suflicientlyhigh to throw the valve still farther, so that supply to the tank C iscut off and all of the air from the pump A is conducted into the tank E.As will be presently described, the tank E will serve to restore thetank C, when the same becomes exhausted, said tank serving, as areceptacle for the storage of pressure fluid in suflicient quantity forengine starting purposes. represents a cut-out valve, to be presentlydescribed in detail, which is actuated by pressure fluid from theauxiliary tank E, against the tension of a spring, to cause the air pumpto exhaust into the atmosphere, when the fluid within the auxiliary tankhas reached a predetermined pressure..

The air is led from the tank C, through a tube e, that is coiled for aportion of its length, about the exhaust pipe G of the engine H to theprimary valve I. The reason for the tube c making a number ofconvolutions about the exhaust pipe G is that the heat which is radiatedfrom the exhaust pipe G will raise the temperature of the air within thetube c and thereby expand it and increase its eiliciency and preventundue cooling and ice formation in the passages, in cold weather. Fromthe primary valve I, the air may be turned throu h the tube z', to thecompressed air motor j, o1' starting the engine, the shaft of the airmotor being connected, through suitable sprockets and the chain j, tothe engine shaft h.

By turning the valve I inthe reverse direction, the pressure fluid maybe caused to iow through the tube to the distributer valve K. From thedistributer valve, the air may be conducted, through a tube k, to theselecting valve L and thence, through the tubes Z', Z2 to either of apair of gear shifting cylinders M; or it may be conducted, through thetube k', to the forward end of the clutch and brake operating cylinderN, for actuating the service brake of the automobile; or, further, to asuitable diaphragm casing O, which controls the clutch brake forstopping the rotation of the driven clutch member, when the same is freefrom the driving member; or the pressure fluid may be conducted throughthe tube t2, to

- handle Z3 the opposite end of the cylinder N, to cause it to releasethe brakes and to engage the clutch members, as will be described indetail hereinafter.

The driven and driving clutch members are shown generally at l, P,respectively, the latter having rigid connection with the end of theengine shaft h., and the former being slidably but' non-rotatablymounted upon the forwardend of the shaft Q (in a manner common( inautomobile construction). R represents the gear box creasing withinwhich are contained the usual changeofspeed and reversing gears, some ofwhich are shown in a general Way in dotted lines, and designated 7.Through these gears, the power is transmitted from the shaft Q to therear wheels S of the automobile. The front or steering wheels of theautomobile are represented at F.

The primary valve I is preferably supported by the dash board U, inconvenient reach of the driver, and I have illustrated the selectingvalve L as being carried by the steering column V, and as being operatedby a handle Zs sector Z4, supported by the steering column and injuxtaposition to the steering wheel V. This arrangement may be altered,however, by placing the valve L beyond the end ofthe steering column andthe operating above the steering wheel, and connecting them by a rodwhich extends longitudinallA through the column, in a common and we lknown manner. A lever W is pivoted to a bracket w that is supported uponthe floor of the automobile 1n easy reach of the drivers foot, and oneend of the lever W projects downward through a slot in the ioor and hasconnection, through the link fw', `with the operating lever k3 of thedistributing valve K. Incorporated in the bracket w is a sector to2which is provided with a series of notches w3 wherewith the adjacentportion of the lever W may cooperate in order to enable the driver todetermine the various positions of the valve K; A spring wL tends towardholding the valve K in normal position.

I will now describe in detail the valve B, and thecylinder whereby saidValve is actuated, referring, in such description, to Figs. 2 and 3.Within the casing 1 is adapted to oscillate the cylindrical valve body 2which has a central, vertical port 3 extending upward from its bottom towhere it joins the inner end of a radial, segmental port a that extendsto the periphery of the valve body. Located in the same horizontal planeas the port 4, are a pair of ports 5 and 6 that are formed in the wallof the casing,

Aand which are arranged to register with the port l of the valve body,when the latter is turned at a proper angle. Attention is here directedto the fact that the angular extent that is associated with a lill@ ofthe port 4 is sufficient to enable it to nect, respectively, With theports 5 and 6.

An operating arm 7 has rigid connection with the valve body 2, and thisarm is operatively connected to the end of a rod 8 lor the piston 9,which is adapted to reciprocate Within the cylinder 10. One end of thecylinder .has a port 11, with which is connected the tube d. Theopposite end of the cylinder is closed by a head 12, and between thishead and the piston, there is interposed a spring 13 which acts to holdthe piston'9 against the end of the cylinder having the port 11, and ina position to re tain the valve B in a condition to supply air, throughthe tube b to the storage tank C. It will be seen, therefore, that whenthe pressure Within the tank C becomes great enough' to move the piston9, against the tension of the spring 13, a certain distance toward theopposite end of the cylinder 10, the valve body 2 'will be oscillated tocause it to establish communication between the tube a2 and both tubes 5and b2 and cause the air from the pump A to be directed into both tanksC and E until the pressure is raised sufficiently to move the piston 9still farther to the left and cause it to turn the valve B so thatcommunication to tank C is suspended While the auxiliary tank E is fullystored. This construction Will be recognized as providing a very promptmeans of restoring the smaller tank C from the auxiliary tank E, Whenthe pressure in the former falls enough to result in the valve B beingreturned to intermediate position.

The automatic cutout valve that is shown in Fig. 4, comprises acylindrical casing 15, having a closed end 16 Wherevvith is connectedthe end ci' the tube b3, remote from that end which has connection withthe auxiliary tank E. Intermediate the open and closed ends of thecasing 15 there is a partition 17 which has a conical seat 13 forcoperation with the correspondingly shaped valve body 19. A port 2Oextends through the Wall 15 and through the partition 17, within thezone of the tapered seat 18. This port has connection, through the tubea', with the air pump A; and it is obvious, because of the very slightarea of the port 20, and the fact that its open end is presented to thetapered portion of the valve body 19, that the pressure of the Huid fromthe 'pump will have no eiiect upon unseating the valve 19 against thetension of the spring 21 which is interposed between -the end of thevalve body and the :incarna Cap 22, which closes the end of the c@ 15.Within the opposite end of the casing 15 there is adapted to reciprocatea piston 23, and this piston is normally held against the end 16 o thecasing by a s 24. A stem 25 projects from the valve ody 19 toward theclosed end of the casing, and in adapted to be engaged by the piston 23when the same is moved, by the accumulation of pressure Huid Within theupper end of the casing, against the tension of the spring 24. 1t willbe clear that the strength of the spring 24 and the distance of movementof the iston 23 before it enages the stem 25, com ine to determine theegree of pressure Within the auxiliary tank required to unseat the valve19 to allow the pressure fluid from the pump to enter the coznopartument of the casing which contains the piston 23 and escape therefrominto the atmosphere through the port 26, that is formed in the side Wallof the casing. 1t may be stated at this time, that the automatic cut outvalve is so regulated, With respect to the tension of the spring Withinthe cylinder D, that the pressure Within the auxiliiary tank E will beconsiderably in excess of the pressure of the duid contained Within thetank C, vvhen the Huid within the auxiliary tank has reached a pressurecient to actuate the out out valve.

The primary valve, which is illustrated in Figs. 5 and 8, comprises acylindrical casing 30, having a closed bottom 31, through which anadmission port 32 extends and With which connects the end of the tube c,that leads from the storage tank C. Connecting, at diametricallyopposite points, With the sides of the casing 30, are the tubes i and i.The ports 33 with which these tubes connect are in the same transverselane, and an exhaust port 34 opent throug the vvall of the casing, inthe same plane as the ports 33. The valve body 35 is adapted to berotated Within the casing, by a handle 36 which is pinned to the shank37 of said valve body, said shank projecting through an aperture in acover 38 which is ion threaded intothe upper end of the casing 30. Thevalve body has a central port which extends upwardly from its lovver endand which registers with the Iinlet port 32 of the casing, and this porthas a lateral extension which opens through the side of the valve bodyin a planevvith the ports 33 and 34. A groove 40 extendscircumferentially about the valve body 35 and through substantially1809. From the foregoing it will be seen that when the valve is turnedin the position shown in the drawings, air Will be conducted from thetank C, through the tube c, and thence through the port 39 of the valve,to the tube z', which leads to the air motor d', for starting theengine. en the valve body is returned through substanthe port 58.

4with the tubes k', k and k2.

meager.

tially 180, the port 39 will register with the tube i and alr will beconducted to the distributer valve K, to be used' for operating thecontroll mechanism. At the same time the tube z' will be opened to theatmos- 'phere throu h the groove 40 which will then register wit thatport 33 which forms the termination ofthe tube z', and the exhaust 34.By turning the valve to intermediate position, the pressure fluid supplywill be cut oli' from either the engine starting device or the controlmechanism and both will be opened to the atmosphere through the groove40 and the ports 33 and 34.

The distributer valve -K is illustrated in detail in Figs. 7 and 8. Thisvalve comprises a frusto-conical valve body 45 which 1s received by acorrespondingly shaped casing 46 through the bottom 47 of which rojectsthe stem 48 of the valve body 45. he valve body is held against itstapered seat by a nut 49 that is applied -to the threaded stem 48, andbeyond t is nut, the stem has pinned to it an operating arm lc". Theupper end of the casing is closed by a dome-shaped cover 50 that has acentral admission port 51 wherewith the tube z" is connected. The valvebody 45 has a central port 52 which extends downwardly from its vuppersurface part way through the valve body to where it is turned laterallyand opens through the tapered side of the valve body in the plane of theports 53, 54 and 55 in the valve casing. These ports are connected,respectively, The periphery ofthe valve body 45 is provided with aseries of vertical grooves 56 which have enlarged upper ends 57 that arein the plane of the ports 53, 54and 55. It will be noted that thesegrooves 56 extend to the bottom of the valve casing, which portion ofthe casing is opened 'to the atmosphere through Attention is directed tothe fact that the enlarged upper ends 57 of the grooves 56, as well asthe discharge end of the port 52, are gradually tapered and reduced incross sectional area toward their ends, for a purpose which will becomeapparent further along in this description.

`When the valve is in the position shown in the drawings, ressure fluidwill be conducted to the tube k', at the same time permitting any airwhich may be present within the tubes lc and k2 (and the elementswherewith they connect) to be exhausted through those grooves 56 whichare in register with the ports 54 and 55, at the time t e port 52 is inregister with the tube c. en the operator wishes to charge either of theother tubes lc or k2, with the pressure fluid, he turns the valveso asto bring the port 52 into register with the ports that have connectionwith the tube desired, and the remaining tubes will irst be dischargdthrough.l their respective grooves 56 tot e bottom of thel tail in Figs.12 and 13. Referring to Fig. 1,-

it may be stated that the gearing which is f contained within the box orcasing R is constructed and arranged with the object in view of changingthe relative direction of rotation, and speed of the driving shaft Q,and the shaft which extends through the rear axle of the automobile andwhich carries the driving wheels S. The arrangement of the gearing may,therefore, be that of a number of well known makes of automobiles, itbeing understood that the change of direction or speed is accomplishedby the sliding of certam gears. Reciprocably mounted within an extensionr of the box or casing R, are a pair of bars r2 and r3 which, whenreciprocated, will slide certain gears within the casing. Ordinarilythese rods are shifted by means of va hand lever, suitable connectionsbeing provided between said lever and the bars r2 and r3. In my improvedsystem, l substitute for the manually operated lever and the connectionsbetween it and the bars r2 and r3, the cylinders M, with connectionsbetween their respective pistons and the aforesaid bars.

The cylinders are identical, and a clear understanding of both may begained from a description of one. Both cylinders `60 ma be formed of anintegral casting, and eaclii contains a piston 61, the rod 62 of whichhas its outer end connected to a head 63 that, in turn, is pinned to theend of one of the aforesaid bars.

The side walls of each of the cylinders 60 contain ports 64. and 65,which are located at substantially the longitudinal center of thecylinder, and with the former of these ports is connected the tube Z',the tubes Z2 having connection with the port 65. These ports arearranged diametrically opposite each other, and the piston 61 has anelongated port 66 which is adapted to register with the aforesaid ports64 and 65. A pair of exhaust orts 67 and 68 are formed in the side walloi) each of the cylinders, in a position to be covered by the piston 61,when the same is in central position. The ends of the cylinders areclosed by suitable heads 69, and the head through which the rod 62projects is fitted with the usual packing gland 70.

When, b .the use of the selecting valves L (next to e described)compressed air is directed through the tubes l', the air will be causedto pass to the left hand end of the cylinder 60. Almost immediately uponthe admission of the air, the piston 61 is moved toward the opposite endof the cylinder, and the supply of air is thereupon cut oil'l by thepiston the middlev of the cyhnder as shown in the drawings, theaforesaid operation is reversed by admitting the air through the tubesZ2 and port 65 into the right hand end of the cylinder, the air on theleft hand end of the piston being exhausted through the port 64: andtube Z. Let it be considered, however, that the piston has been left atthe right hand end of the cylinder, after the operation first described.Now upon the admission of air through the tube Z2, the port 65, and theadjacent port 66, the air will be conducted to the right hand end of thecylinder, and, under the influence of the accumulating pressure iiuidtherewithin, the piston will be moved to the left until the admissionport 65 is closed by1 the piston. Now, further movement of t e pistontoward the left will be effected by the expansion of the fluid conned inthe right hand end of the cylinder, and this movement willcontinue'until the confined fluid vis permitted to escape through theexhaust ports 68. To return the piston to central or neutral position,pressure fluid is admitted through both tubes Z and Z2, and accumulateson both sides of the piston, thereby equalizing the pressure in bothends of the cylinder and centraling the piston. These various operationsare accomplished through the manipulation of the selecting valve whichwill now be described.

In Fig. 9 I have shown a central vertical section through the selectingvalve L, and in Fig. 10 a development .of the body thereof. The valve isshown as comprising `a casing 75 within which is adapted to rotate avalve body 76. The casing'has formed within one of its sides, a pair ofports with which connect the tubes Z and Z2, and diavmetrically oppositethesevports, are similar ports with which connect the tubes Z10 and Z2".These tubes correspond to the tubes Z and Z2, but lead to the lower ofthe cylinders M. Intermediate the plane of the upper and lower tubes,the casing has formed within its wall, a passageway which extendssubstantially half way about its circumference and opens at each end,into the casing in Vertical alinement with one of the upper and one ofthe lower ports aforesaid.

As will be seen most clearly from the development shown in Fig. 10, thevalve body 76 is provided with vertically disnaeafrea posed grooves,which are spaced substantially 60 apart about its circumference. I

will first refer to the one designated 78' 4 which extends from theplane of the upper ports of the valve casing, to the plane of the lowerports thereof, the same including in its extent, of course, thepassageway 77 wherewith the tube lc is connected. On one side of thegroove 78 is located a pair of vertically disposed grooves 79 and 80,the upper of which is adapted to register with either of the upper portsVof the casing, and thereby throw it into communication with theatmosphere because of the fact that the upper end of the groove 79 opensthrough the top of the valve body; while the lower grooves 80 will throwinto communication one endI of the passageway 77 with the correspondinglower port of the casing. Spaced in the opposite direction from thegroove 78, there is a pair of grooves 81 and 82 through whichcommunication may be established between the passageway 77 and either ofthe upper ports of the casing, and whereby either of the lower ports ofthe casing may be opened to the atmosphere, through the perforatedbottom of the casing. Diametrically opposite the groove 7 8, 'is asimilar groove 83. Also opposite the pair of grooves 79 and 80, is agroove 84, similar to the groove 83. And a like groove 85 1s locateddiametrically opposite the pair of grooves 81 and 82. When the valvebody is in a position to bring the grooves 78 into alinement with thetubes Z and Z2, and one end of the passageway 77, the groove 83 willregister with the tubes Z1 and Z2, and the opposite end of thepassageway 77. Hence, when pressure fluid is directed through the tubek, it will be distributed evenly throughout all of the tubes leadingfrom the selecting valve L, and through these tubes, into the oppositeends of the gear shifting cylinders M, to centralize their pistons. Toshift the -piston within the up er cylinder M to the right, the valvebody 6 is turned so that the groove 81 will bridge Vthe end of thepassageway 77 and the port wherewith the tube Z connects. The operationprevlously' described in connection with the gear shiftin cylindersM,will take place, the air from tide end of the cylinder toward which thepiston is moving, being lexhausted through the tubes Z2 and the groove82 in the valve body. To shift the piston to the opposite end of thecylinder, the valve body 76 is rotated in the opposite direction, or tothe left, to bring thegrooves 79 and 80 into register with the tubes Z'and Z2, and the corresponding end of the passageway 77. During theseoperations, the piston within the other cylinder M is maintained incentral position by the equalization of the pressure within both ends.of the cylinder through the even distribution o1` pressure assegna Wlgroove 78 is in alinement with the tubes Z1 and Z2", and the adjacentend of the passageway 77. From this position the valve body may be swungin either direction, through o, whereby the shifting of the lower pistonis accomplished.

An important feature in connection with this selecting valve is the factthat through it, the normal or central position of that piston which isnot actually performing theV operation, is maintained during the timethat the other piston is being operated.

'I also employ mechanical means for pre- Venting the movement of one ofthe pistons fromv normal position, while the other is out of suchposition; and this means comprises the ball 95, which is containedwithin a cylindrical aperture 96, in the block 97, that projects fromthe bracketl 98, between the opposed faces of the heads 63. The diameterof this ball is greater than the distance between the opposed faces ofthe aforesaid, heads, and each of these heads is provided with a pocket99, that registers with the aperture 96 when the heads are in `normalposition. rlhe movement of one of the heads from normal position willcause it to confine the ball 95 within the pocket of the opposite head,whereby the other head willA be locked against movement with respect tothe block 97, the ball 95 forming, in

effect, a key between said parts. This locking mechanism permits theshifting of gears from a position that is controlled through the lowercylinder, to one that is controlled through' the upper cylinder, by oneposi- `tioning or operation of the valve L, as heretofore described.

In Fig. 11 I have shown the mechanism for actuating the service brakesand thel clutch. The tube lc leads to the forward Y end, and the tube k2leads to the rear end of a cylinder 100, the forward end beingconsidered that through which the rod 101 of the piston 102 extends. Theforward end of the cylinder is closed by a suitable head 103 having aacking gland 104 for the piston rod, and t 1e opposlte end of thecylinder is closed by a head 105. As a convenient means of illustratingthe principle of this part of my invention, I have shown the forward endof the piston rod 101 as being provided with a T-head 106, as willappear from Fig. 1. The rear side of one end of the head 106 engages acurved arm 107 which depends from the rock shaft 108; and to the upperend of an arm 109, which risesfrom the shaft 108, is connected theforward end of a draw rod 110, which extends toward the rear of theautomobile where it is connected to an arm 111 of a rock shaft 112through which the service brakes of the automobile are operated in theusual manner. The service brakes may be that of any approved form, andare contained within the brake casings 113 which are carried by the reardriving wheels of the' automobile. It will be seen, therefore, that whenair is admitted to the forward end of the cylinder 100 through the tubek', the piston `102 will be moved toward the rear end of the cylinderand the piston rod 101 retracted, whereupon the head 106 will drawrearwardly the arm 107 and rock the shaft 108 to draw forward on the rod110 and to apply the service brakes of the automobile through themechanism above referred to.

By the movement of the piston 102 toward the forward end of the cylinder101, by the admission of air to the rear of the cylinder through thetube 7a2, the head 106 is proj ected forwardly to rock the arm 115against the tension of thespring 116, lone end of which is connected tothe lower end of the arm 115 and the opposite end to any convenientstationary part of the automobile, such as the cylinder 101. 'Ihe arm115 is rigid with the rock shaft 117, within which shaft is incorporatedthe shifting fork 118, which has connection, through the collar 119,with the clutch sleeve 120. Therefore, when the arm 115 is swungforward, the fork 118 will also be moved 1n the same direction to causethe driven clutch member P to be moved into engagement with the drivingmember P.

From this construction. it will be seen that the engagement of theclutch members, without the previous releasing of the service brakes ofthe automobile, is impossible; furthermore, that the application of theservice brakes, without having first released the clutch, is alsoimpossible. In the performance of this last operation, to-wit, theapplication of the service brakes and the disengagement of the clutchmembers, attention is called to the fact that, because of the .immenseweight of the driven clutch member, and the various parts associatedtherewith (such as the driving shaft Q, the gearing within the box orcasing R, and the shaft and other mechanism Within` the rear axle of theautomobile), the inertia of these parts will be so great that unduestrain will be thrown upon the gears and other mechanisms unless somemeans is provided for arresting the rotation of thei driven clutchmember P. For this 'urpose I provide the means illustrated in dJ'etailin Fig. 14, and referred to generally by the reference character O. InFig. 14 I have shown in central section a diaphragm casing comprisingthe dish-shaped members 125 and 126 between the opposed edges of whichis clamped the periphery of a composite diaphragm127. rlhis diaphragmmay be composed of any suitable material, the one shown herein beingformed of a thin plate of metal 128 that has a backing of. some suchmaterial as leather, as shown at 129. To the metal plate 128 is secureda plunger 130, which is guided through a boss 131 that projects from thecenter of the casing 4member 126. The front end of the plunger 130carries a head 132, that is faced with suitable friction material 133.`The casing member 125 has connection with the discharge end of a branchof the tube c, which extends beyond the cylinder N. The diaphragmmechanism O is located with respect to the clutch in such a way as tocause its head 132 to be projected against the rear face of the drivenclutch member P, when the same is in inoperative position. Therefore,when the clutch is disengaged through the mechanism previouslydescribed, the driven clutch member will be moved toward the head 132,and at the same time, air will be admitted through the tube la', to therear side of the diaphragm 127 and cause it to move the head 132 intocontact with the driven clutch member. This serves to arrest therotation of the clutch member, and the parts associated with it,simultaneously withrthe application of the service brakes of theautomobile, thereby relieving such parts of undue strain.

I will now describe the manner in which my control system is operated.Let it be assumed that the automobile is standing and that the storagetanks are charged with pressure iuid. The operator first turns theprimary valve in the position to direct the pressure fluid to thecompressed air motor J for starting the engine. The operator nextclepressesv the foot lever W to its lowest position, thereby turning thedistributorvalve K so as to cause it (when the pressure fluid issubsequently turned into it) to direct the pressure fluid to the frontend of the clutch and brake cylinder N. The primary valve is then turnedafter the engine is running into a position to cause it to direct thepressure fluid into the control system, or more definitely stated,through the tube z" into the dome of the distributer valve K. This valvebeing in the position just above mentioned, the pressure luid isconducted therethrough, and through the tube c, to the cylinder N, andalso to the diaphragm casing O. With the pressure fluid thus confinedwithin the forward end of the 'cylinder N and within the diaphragmcasing, the associated mechanisms are actuated to cause the servicebrakes, and the clutch brake, to be set, and insures the disengagementof the clutch members. It may be stated at this time, that the clutchmembers are so adjusted with relation to each other that, when they aredisengaged and the clutch brake meager is released, there is sncientdrag or e11- gagement between the clutch members to cause the drivenclutch member to be rotated gently through the influence ofthe drivingclutch member which is being 'actively rotated by the engine, it beingunderstood, of course, that the sliding gears, in the casing C, are inneutral position Vat such time. Now with the foot lever W still in itslowest position, and all parts but the engine, the parts operativelyconnected therewith, and the driven clutch member, perfectly quiet, theo erat-or turns the selecting valve L, through t e operating handle Z3to a position to direct lthe pressure fluid, through said selectingvalve, to the gear shifting cylinders M, the fluid being thus directedthrough the course required for the accomplishment offirstspeed-for'ward. With the selecting valve so positioned the operatorreleases the foot lever W to allow the distributer valve K to return toits normal position, through the influence of the spring w". ln itsreturn, the distributer valve first cuts od' the supply of pressurefluid to the forward end of the cylinder N and the diaphragm casing O,this resulting in the release of both service and clutch brakes,allowing, thereby, a free and gentle rotation of the driven clutchmember through its slight rictional contact with the driving clutchmember. Next, the distributer valve permits the pressure fluid. to flowthrough the pipe 7c to the selecting valve L, and therethrough to thegear shifting cylinders M. The movement impartedto the driving gearswithin the box or casing R, through the gentle rotation of the drivenclutch member, assures the meshing of the slidin gears with those theyare mtended to vdrlve, and this shifting may be accomplished as slowlyas desired by a proper manipulation of the distributer valve K, as

previously set forth. The foot lever W is now permitted to return to itshighest, or what may be considered its normal position, and when it isin such position, communica- 4tion has been established between thepressure fluid supply .pipe which leads to the distributor valve K, andthe tube k2, thereby to direct the pressure fluid into the rear end ofthe cylinder N. Its accumulation therein will cause the piston to bemoved toward the front end of the cylinder, thereby actuating the clutchoperating mechanism to cause the positive engagement of the clutchmembers.

The entire operation of releasing the brakes, shifting the gears, andengaging the clutch, is accomplished by simply, removing the foot fromthe lever and permitting the spring Iw4 to return the lever to itshighest position. It may be stated at this time, that the action of thespring is retarded by having the foot lever W frictionally engage thebrackets lw with suliicient degree of pressure to cause the returnmovement of the lll@ maare-a lever to be comparatively slow. Otherapproved means for retarding the return movement of the lever may ofcourse be employed. As will be remembered, t-he distributer valve K isso constructed as to cause a proper sequence of the above'operations;and the return of the foot lever is so retarded as to allow the correctinterval of time between the different operations. In the case ofcoasting, the driver may depress the foot lever W to its intermediateposition, under which' circumstances the clutch is disengaged, theservice brakes remain released, and the clutch brake is ineffective,thereby permitting the driven clutch member to rotate freely andindependently of the driving member.

At his convenience, the operator shifts the operating handle Z3 tosecond-speed-ahead position, and when the automobile has attained itsmaximum speed through the lowspeed gearing, the operator presses thefoot pedal W downward to its intermediate position, thereby firstdisengaging the clutch and then shifting the gears in a manner identicalto that just above described in connection with the shifting of the earsfor first-speed. By the release of the foot lever W, the driver againthrows in the clutch, and the automobile is driven through thesecond-speed gearing, until the driver sees fit to again shift the gearsfor vthird-speedahead.

When the operator desires to stop his car,

he may return the lever Z3 to normal position, which causes theselecting valve L to direct the pressure fluid to both ends of each ofthe gear shifting cylinders M. Now, by fully depressing the foot leverW, the clutch will be thrown out, the gears disengaged and -left atneutral position, and 'the service brakes and the clutch brake will beapplied. If desired, the driver, upon leaving the car, may turn theprimary valve to intermediate position, and with suitable locking means(notshown) lock the valve in such position and thereby protect hisautomobile against being operated by unauthorized persons. It

will be seen from the foregoing, that in the case of an emergency, theoperator need only depress the foot lever W and the machine will bebrought to a sudden stop, the clutch being thrown out of engagement andthe brakes of the automobile being applied inivery rapid succession. Insuch an emergency as this, the clutch brake is invaluable as itimmediately arrests the rotation of the driven clutch member and savesthe gears which, it will be remembered, are not yet thrown out, of theshock which would otherwise be imparted to` them through the inertia ofthe heavy driven clutch member.

Ease, accuracy, safety, and speed of control are not the only importantadvantages of my invention. My control system establishes a deiniterelation between the various opel ations which are performed by it,thereby relieving the driving mechanisms of a great amount of unduestrain to which they are invariably subjected, under the prevailingcontrol systems, even by the most eX- pcrienced drivers. I have observedthat the clutch members are subjected to great wear due to the operatornot entirely disengaging the members when shifting gears and applyingbrakes. Withmy system, each operation necessary for the control of theautomobile can be performed, only after the operations which precede ithave been fully compl eted. au

F or purposes of simplicity, the drawings herein are largelydiagrammatic and conventional, and I wish it to be understood that I donot limitmyself to the use of the particular means which I haveshown inthe drawings for operating the various mechanisms, further than requiredby the terms of the annexed claims, and the state of the prior art.

I wish to state, also, that I have found compressed air to be the mostsuitable medium for the shifting of gears of any that have been used forthat purpose, or experimented with in that connection, with which I amfamiliar. Its elasticity makes it peculiarly adaptable to this purposeand much to be preferred to electricity for the shifting of gears; oreven to the manually operated devices which are used almost entirely, atthe present time.

Having thus described I claim ist* l. In a control system forautomobiles, the combination, with a source of pressure iiuid supply, ofressure fluid operated brake applying mec anism, clutch operatingmechanism, and gear shifting mechanism, and a connection between theaforesaid source of pressure fluid supply and each of said mechanisms,that is independent of the conncclilo tions between said supply and theother mechanisms.

2. In a control system for automobiles, the combination, with a sourceof pressure fluid supply, of pressure fluid operated brake applyingmechanism', and pressure Huid actuated mechanism for holding the clutchmembers in engagement, and connections between said mechanisms and thesaid fluid supply whereby the brake mechanism may be operated to applythe brake only after the pressure fluid shall have been eX- hausted fromthe clutch engaging mechanism and the clutch members disengaged.

3. In a control system yfor automobiles, the combination, with'a sourceof pressure liuid supply, of brake mechanism, clutch engaging mechanism,and connections between the pressure fluid supply and saidmechanisms'whereby the clutch engaging mecha- 130 Till? l 00 myinvention, what nism will be rendered ineective and the clutch membersdisengaged and the brake mechanism operated and the brake applied in seuence.

4. n an automobile. control system, lthe combination, with a source ofpressure fluid supply, of service brake operating mechanism, clutchbrake operating mechanism, and clutch operating mechanism, andconnections between the sourcel of pressure fluid supply and theaforesaid mechanisms whereby the clutch members will be disengaged andthe service and clutch brakes will be applied in sequence.

5. In an automobile control system, the combination with a source ofpressure fluid supply, of brake operating mechanism, clutch operatingmechanism, communicative connections between the pressure fluid supplyand said mechanisms, and means within said connections whereby thepressure fluid may be exhausted from the brake operating mechanism torelease the brake, and admitted to the clutch operating mechanism toengage the clutch in sequence.

6. In an automobile control system, the combination of a source ofpressure luid supply, gear shifting mechanism, clutch op eratingmechanism, and brake operating mechanism, communicative connectionsbetween the source of pressure fluid supply and said mechanisms andmeans within said vconnections whereby the pressure fluid maybe releasedfrom the brake operating mechanism to release the brake, delivered tothe gear shifting mechanism to engage the gears, and admitted to theclutch operating lto mechanism to engage the clutch, and the clutchmembers en aged in sequence.

7. In an automobi e control system, the combination ofehange-of-'speed-gears, a source of pressure fluid supply, pressurefluid actuated mechanism for engaging and disengaging said gears, clutchengaging mechanism adapted to be actuated by pressure fluid,communicative connections between said mechanisms and the pressure Huidsupply, and means within said connections whereby the pressure Huid maybe exhausted from the clutch operating mechanism and the clutch therebydisengaged, and admitted to the first mentioned mechanism .to shift thegears, in sequence.

v 8. In an automobile control system, the combination ofchange-of-speed-gears, a source of pressure Huid supply, pressure fluidactuated mechanism for engaging and disengaging said gears, clutchengaging mechanism adapted to be actuated by pressure fluid,communicative connections between the said mechanisms and the pressureHuid supply, and means within said connections whereby pressure fluidmay be delivered tothe r'st mentioned mechanism to engage theappropriate gears, and admitted recense to the clutch operatingmechanism to engage the clutch members, in sequence.

9. In an automobile control system, the combination, with a source ofpressure fluid supply of brake operating mechanism, gear shiftingmechanism, and clutch operating mechanism, communicative connectionsbetween the pressure duid supply and said mechanisms, and means withinsaid connections whereby pressure fluid may be exhausted from the brakeoperating mechanism and the brakes released, delivered to the gearshifting mechanism and the gears engaged, and admitted to the clutchoperating mechanism and the clutch members engaged 1n sequence.

10. In an automobile control system, the combination, with a source ofpressure fluid supply, of brake operating mechanism,

clutch operating mechanism, communicative connections between the sourceof pressure fluid and said mechanisms, and means within said connectionswhereby pressure duid may be exhausted from the brake operatingmechanism and release the brakes, and admitted to the clutch operatingmechanism and engage the clutch in sequence.

11. In an automobile control system, the combination, with a source 'ofpressure fluid supply, of gear shifting mechanism, clutch operatingmechanism, and pressure duid operated brake applying mechanism, andconnections whereby the clutch and brake are released in advance ofshifting the gears.

12. In an automobile control system, the combination, with a source ofpressure fluid supply, of gear shifting mechanism, brake applyingmechanism and clutch operating mechanism adapted to be operated bypressure fluid from such source, a controlling valve common to suchmechanisms, and connections from said valve to said mechanisms whereby acertain sequence in the operation thereof is secured.

13. -In an automobile control system, the combination of a brakeoperating 'mechanism and clutch operating mechanism, meansincluding acylinder -and a piston for operating said mechanisms, means forsupplying pressure uidto opposite ends of said cylinder, a controllingvalve for such pressure fluid, and connections whereby the movement ofthe piston in reverse directions will pply the brake and engage theclutch memers.

14. In an automobile control system, the combination, withchange-of-speed gears, of a source of pressure fluid supply, mechanismfor shifting said gears to engage and disengage them and adapted to beoperated by fluid from such source, a selecting valve interposed betweensuch source and thel gear shifting mechanismI and adapted by itsposition to select any predetermined combina- `tion of gears, clutchoperating mechanism incense adapted to be operated by fluid from suchsource, and a distributing valve `for the Huid supplied to the selectingvalve and to the clutch operating mechanism, and connections wherebysaid distributing valve will prevent the shifting of the gears by thelirst mentioned mechanism until after the release ot the clutch membersby the last mentioned mechanism.

15. ln an automobile control system, the combination, with a source ofpressure Huid supply, of engine starting mechanism and clutch operatingmechanism, connections betitl titl

tween the source of pressure fluid supply and said mechanisms, and avalve included in such connections whereby either one or the other ofsaid mechanisms may be supplied with pressure luid.

16. In an automobile control system, the combination, with a source ofpressure Huid supply, of engine starting mechanism, gear shiftingmechanism, brake controlling mechanism, and clutch controllingmechanism, connections whereby said mechanisms may be operated lby liuidfrom the aforesaid source, and means for preventing the operation of.both the engine starting mechanism, and the other mechanisms, at thesame time.

17. In an automobile control system, the combination of a source ofpressure Huid supply, pressure fluid operated gear engaging anddisengaging mechanism, clutch operating mechanism, and pressure fluidoperated brake applying mechanism, connections between the source ofpressure Huid supply and said mechanisms' whereby the brake will bereleased, the gears engaged, and the clutch members engaged in sequence,and means for controlling the intervals of time between the operations.

18. In mechanism of the character described, the combination, with apair of gear actuating members, of a pair of cylinders, a pistonreciprocable within each cylinder and normally reposing at substantiallythe center thereof, operative connections between each piston and one ofthe gear actuating members, a source of pressure Huid supply, andconnections between said source and said cylinders whereby ressure fluidma be admitted to one end o one of the cylin ers and the tluid in theopposite end of the same cylinder exhausted simultaneously with theadmission of pressure Huid to both ends'ot the other cylinder.

19. ln mechanism of the character described, the combination, with apair of gear actuating members, of a. pair of cylinders, a pistonreciprocable within veach cylinder and normally reposing atsubstantially the center thereof, each of the cylinders having portswhich are normally covered by its respective piston, operativeconnections between each piston and one ot the gear actuating members, asource of pressure Huid supp and ward which the piston is moving,operative connections between said source and the cylinders wherebypressure Huid may be sup-v plied to one end of one of the c linders andthe fluid within the opposite endyof the same cylinder exhaustedsimultaneously with the admission ot pressure Huidto both ends ot theother cylinder, the pressure Huid wit the receiving end ot the firstmentioned cylinder being exhausted whenl the piston has been moved touncover one of the aforesaid ports. A

`20. In mechanism of the character de scribed, the combination, with apair of gear actuating members, of a pair of cylinders each having apair of ports and an exhaust opening spaced longitudinally of thecylinder in each direction from one oit said ports, a pistonreciprocable within each cylinder and normally occupying a position tocover the exhaust openings, each piston being provided with a port forassociation with each of the ports of its respective cylinder, therelative size and arrangement of each of the piston ports with respectto the corresponding cylinder port being such as to cause the piston toclose one of the cylinder ports when the piston is moved, and to permitconstant communication between the other cylind'er port and that end ofthe cylinder tomi connections between each piston and one ot theaforesaid gear actuating members, a. source ot' pressure fluid supply,connections between said source and the cylinder ports, and meansincluded in said connections whereby pressure fluid may be directedtoone of the ports of one of the cylinders and both of the ports of theother cylinder, simultaneously.

2l. ln a control system for automobiles, the combination with a sourceof pressure Huid supply, oit 'brake operating mechanism, clutchoperating mechanism, and gear shifting mechanism, communicativeconnections between the aforesaid source of pressure Huid supply and thesaid mechanism, and means whereby the pressure Huid may be directed toany one of the three mechanisms andV simultaneously exhausted from theother two mechanisms.

22. In an automobile control system, the combination otchange-of-speedgears, a source of pressure duid supply, pressure duid.operated mechanism, clutch operating mechanism tor engaging anddisengaging the gears, communicative connections between the source ofpressure fluid supply and said mechanisms whereby said mechanisms may becaused to operate in sequence, and means for controlling the interval oftime between the operations of the respective mechanisms.

23. ln mechanism of the character described, the combination of a pairof cylinders, a piston reciprocable within each cylla@ ldd lll@

inder and normally re osing at substantially the center thereo a sourceof pressure fluid supply, connections between said source and saidcylinders whereby pressure Huid may be admitted to the cylinders therebyto reciprocate the aforesaid pistons, and means for preventing themovement of one of the pistons from normal position when the otherpiston is in any but normal pof is, at the time, reposing and move saidpiston to middle position, the pressure Huid thereu on being admitted tothe opposite end o the cylinder as well, thereby to balance the pressureon opposite sides of the.

piston.

25. lin a control system for automobiles, the combination of an enginestarting mechanism, mechanism fory transmittin power from the engine tothe driving whee s of the automobile, a source of energy from which eachmay receive an actuating current, and means common to both mechanismswhereby an actuating current may be conducted to one or the other ofsaid mechanisms.

26. In a control system for automobiles, the combination of an enginestarting mechanism, mechanism for transmittingl power from the engine`to the driving w the automobile, a source of ener from which each mayreceive an actuating cur rent, and means common to both mechanismswhereby an actuating current may be conducted to one or the other ofsaid mechanisms or cut 0E from both.

y 27. lin an automobile control system, the

eels of naeegrea combination, with change--ot-speed gears, of

a lsource of pressure Huid supply, pressure mechanism common to theaforesaid mechanisms, and connections from said valve mechanism to theother mechanisms, the valve mechanism acting, when operated, to producea certain sequence in the operation of said other mechanisms.

28. ln an automobile control system, the combination, with clutchelements, of a source of pressure fluid supply, pressure Huid actuatedmechanism for operatively engaging the clutch elements, communicativeconnections between said source and said mechanism, and means includedin said connections for delivering at will any desired quantity ofpressure fluid to and for retaining such quantity in the said mechanism.

29. In an automobile control system, the combination with a normallydisengaged clutch and shiftable gears, of pressure Huid means forengaging saidclutch, pressure Huid means for engaging and disengagingthe gears, and connections whereby the gear engagin and disengagingmeans may be operate only when the clutch is in disengaged condition.

30. ln 'an automobile control system, the combination with a normallydisengaged clutch and sbiftable gears, of pressure duid means forengaging said clutch, pressure liuid means for engaging and disengagingthe gears, and connections whereby the clutch may be engaged only whenthe gear engaging and disengaging means is inactive.

In testimony whereof, l hereunto ax my signature in the presence of twowitnesses.

ARTHUR L. PARKER.

Witnesses: i

BRENNAN B. Wns'r, HUGH R. MCGILL.

